Track-sanding apparatus



(No ModeL) 4 Sheets-Sheet 1.

0. W. SHERBURNE.

TRACK SANDING APPARATUS.

110.489,?20. Patented Jan. 10, 1893.

(No Model.) 4 4 Sheets-Sheet 3.

C. W. SHERBURNE.

TRACK SANDING APPARATUS.

No. 489,720. Patented Jan. 10, 1893.

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(No Model.)

0. W. SHER'BURNE. TRAGK SANDING APPARATUS.

Patented Jan. 10., 1893.

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J lTED PATENT Prion.

TRACK-SAN DING APPARATUS.

SPECIFICATION forming part of Letters Patent No. 489,720, dated January10, 1893.

Application filed November 1892- Serial No. 452,989- (No model.)

To all whom it may concern:

Be it known that 1, CHARLES W. SHER- BURNE, of Boston, in the county ofSuffolk and Commonwealth of Massachusetts, have invented a new anduseful Improvement in Track-Sanding Apparatus, of which the fol lowingis a full, clear, and exact description, suflicient to enable othersskilled in the art to make and use my invention, reference being had tothe accompanying drawings, forming a part of this specification, withoutfurther invention on their part.

The art of combining the track sanding apparatus with the Westinghouseair brake system has already been introduced into the art, but the airblast employed in combinations hitherto made has been a secondary airblast derived from a storage cylinder the opening of which to the sandbox depended upon lowering the pressure in the pipe of the train line.This involved the employment of a somewhat elaborate apparatus,such forinstance, as a triple or signal valve in connection with the sandingsystem. Again, the apparatus used with the Westinghouse air brake systemhitherto is not adapted to be used with the vacuum brake; whereas, theappatus which I am about to describe can be combined with the vacuumbrake and the air brake with very trifling modifications.

In the drawings: Figure 1 is the side elevation of locomotive equippedwith a Westinghouse air brake in combination with the track sandingapparatus. Fig. 2 is side elevation of a locomotive representing anapparatus substantially similar to that in Fig. 1 with some modificationof detail. Fig. 3 is a side elevation of locomotive equipped with a vacuum brake in combination with the track sanding apparatus. Fig. 4 is asection of the sand box and its attachments, illustrating the manner inwhich this apparatus is applied. Fig. 5 is a plan illustrating themanner in which the Westinghouse apparatus has been combined with thesand box. Fig. 6 shows in plan the system of piping and valves employedwith the vacuum brake apparatus to combine it with the sand box, andplace the business of track sanding under the control of the engineer. a

Like letters indicate like parts in all the figures.

A is the shell of a locomotive.

B is the sand box.

C is the sand pipe leading in front of the driving wheels.

E (Figs. 1 and 2) is an air reservoir.

6 is the pipe leading from that air reservoir to the pipe 6 which leadsto the sand box. This pipe is controlled by a valve a In case theengineer desires to apply sand when he does not wish to stop the train,it may be applied by opening the valve 6 G is the engineers valve.

f is the pipe leading to the train line.

6 of Fig. 1 isa pipe into which the exhaust of the engineers valve openswhen that valve 1 is opened. It connects by means of a T with the elbowpipe 6 leading from the valve c and in Fig. 1 by means of the elbow cwith the drip cup or Water trap D from which water trap the pipe e isled, which branches and enters the sand box 13, one branch on each side.The interior of this sand box is shown in section in Fig. 4, and thepipes c it will be seen, enter the sanding pipe C below the sand valveand form an exhaust current in the sand pipe.

His the rod by which the segment gears, which open and close the sandvalves, are operated from the engineers cab.

F is the brake cylinder of the locomotive.

Most of the letters found upon Fig. 1 are also found upon Fig. 2; but inlieu of the piping necessary to be employed when the water trap D isemployed, this water trap being omitted, causes an omission of the partlettered e and the pipe 6 is made continuous with the pipe e. In thisFig. 2 also the pipe enters the sand box as a single pipe, as shown inthe plan Fig. 5, and is branched to the right and left so as to comeopposite a slot in the sand valve into which slot this pipe delivers itsair. The air in this case is air derived from the exhaust of the trainline, which exhaust is caused by the opening of the engineers valve.

In Fig. 2, e is a pipe leading to a pressure gage which would indicatethe pressure in the reservoir E. The opening of the engineers valve willcause the exhaust from that valve to travel along the pipes e and causesand to be delivered in front of the driving wheels or sand can beapplied by a blast derived from the storage reservoir E, by turning theair valve 6 The arrangement of valves and the method of working them inthis apparatus have already been described in the previous applicationfor Patent, Serial No. 447,608, of October 3, 1892; and consequently,are not further described on this occasion.

In Fig. 3 A is the boiler; Bis the sand box; 0 is the sand pipe; H isthe rod leading to the sand valve lever; e is the pipe which conveyseither a steam blast or a steam and air blast from the vacuum brakeapparatus to the sand box. F is the diaphragm of the driver vacuumbrake; f is the train line; and f is the vacuum pipe leading to thedriver brake diaphragm F. L is the release lever used by the engineer tooperate the brake apparatus, and e is a valve which connects the steamjet with the sand blast pipe 6. m is the exhaust pipe leading to themuffler, and M is the muffier on top of the cab. The cock a is, as Ihave said, in a branch pipe leading to the steam pipe. 6 is a pipeconnecting the pipe 6 either with the exhaust which leads to the muffierpipe m in which case, it would be analogous to the pipe e of Fig. 1 andFig. 2 of this application, or it may connect the pipe 6 with the sourceof steam supply. In the first case, the eduction, and in the secondcase, the induction current would be delivered into the pipe e.

Fig. 6 shows in plan this system of piping and Valves. S is the boilerconnection. S is the steam pipe leading from the boiler connection tothe T S S is the pipe leading from this T to the controlling valve T.This controlling valve T is geared to the lever L which is the steamvalve lever of the vacuum brake apparatus, and sets in motion theejector to form the vacuum. The opening of this controlling valve causessteam to enter the ejector O of Fig. 3, shown only in section in Fig. 6,and thereby to exhaust air from the pipes ff of Fig. 3; a run around orbypass extends from the T S to another T which connects the pipe 8 withthe pipe 6 common to all the locomotive figures and leading either tothe sand box or the sand pipes.

Where steam is employed in pipe 6, whether mingled with air, as in thecase of using the exhaust, or unmingled, it will be necessary to put thenozzle of the pipe 0 into the sand pipe 0 below the valve K of Fig. 4,but where simply the air exhaust is employed, that may be introducedabove the bottom of the sand box, as in the former application alreadyreferred to.

An analysis of the apparatus shown in Figs. at and 5 shows that the sandpipes are covered at the top by a cap that beneath this cap is a passagefrom the cavity of the sand box to the opening of the sand pipe 0, thataround the opening of the sand pipe there isa slight bead and thatunderneath the cap which surmounts the sand pipe is the air pipe 6either blowing into the sand pipe a short distance below the cap or inthe slot under the cap and close to it. In the drawings, this cap andthe beaded platform beneath it are mounted on a spindle and can be movedfrom side to side so as to completely open the sand pipe and the cavityof the sand box. The presence of the bead around the upper edge of thesand box is desirable to keep the sand from shaking down by gravityunless blown or sucked. It is not essential that this upperattachment tothe sand box should be on a swing spindle or indeed that it should bemovable at all. The essential features for feeding the sand by a blastbeing a sand box B, sand pipes O, a cover to the top of the sand pipehaving a narrow passage beneath it from the cavity of the box to thesand pipe, an upwardly projecting bead around the upper edge of the sandpipe and a pipe 6 furnishing a blast of air beneath the cover of thesand pipe or a blast ofsteam and air or of steam alone or air alone intothe interior of the sand pipe, being the essential part of thisapparatus.

I claim as my invention and desire to secure by Letters Patent: a

1. The combination of the steam supply pipe 6 leading to the sand boxwith the steam pipe S, controlling valve T, and the ejector O andcontrolling lever L, substantially as and for the purpose described. 7

2. The combination of the steam pipe S with the controlling valve T,pipe 6 by-pass controlled by the valve 6 and the pipe e and sandingapparatus proper, substantially as and for the purpose described.

3. The combination of the sand box B of ordinary construction andattachments, but having the slotted valve K with the track sanding pipesC, blast pipes e therein, and an ejector vacuum apparatus and source ofsteam supply actuated simultaneouslywith the track sanding apparatus bythe same lever, and a by-pass controlled by a hand valve from the samesource of steam supply to the same ejector nozzles, all substantially asand for the purpose described.

4. In a track sanding apparatus the combination of the sand box B, thetrack sanding pipes 0 opening into the lower part of said sand box,covers to said track sanding pipes, the edges of which covers extendlaterally to a considerable distance beyond the upper inner edge of thetrack sanding pipes, a passage beneath said covers from the interior ofthe sand box to the interior of the track sanding pipe, a bead aroundthe upper edge of the track sanding pipe and a blast pipe e deliveringair or steam orairand steam beneath said cover and into said tracksanding pipe. The

said pipe 6 when delivering steam or steam and air having its nozzlelocated within the track sanding pipe or when delivering air having itsnozzle located either within the track sanding pipe or higher and nearerto said cover terior of said pipes 0 below said valve E, all to actuatedby the exhaust of an air or vacuum brake, substantially as and for thepurposes described.

CHARLES WV. SHERBURNE.

In presence of J. M. DOLAN, F. F. RAYMOND, 2d.

